Car-replacer.



Patented Mar.21, 1911.

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J. A. MOYNIHAN, c1111 RBPLAGER.

' APPLIOAIION FILED JUNE 20, 1910.

LE M MMV/wW m LA. MOYNIHAN.

GAR REPLAGER.

APPLICATION FILED JUNE 20, 1910.

Patented Mar. 21, 1911.

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men.

GAR-BEPLACER.

Specification of Letters Patent.

Patented Mar. 21, 1911.

Application filed June 20, 1910. Serial No. 567,759.

.To all whom it may concern:

Be it known that I, JEREMIAH A. MOYNI- HAN, a citizen of the United States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Car- Replacers; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention has for its object to provide an improved car replacer, and to this end, the invention consists of the novel devices and combination of devices hereinafter described and defined in the claims.

In the accompanying drawings which illustrate the invention, like characters inclicate like parts throughout the several views.

Referring to the drawings, Figure 1 is a plan view, showing sections of a railway track with my improved car replacer applied to the rails thereof, and showing also a car axle and wheels for the purpose of illustrating the action of the replacer; Fig. 2 is a transverse section taken on the irregular line :0 m of Fig. 1, and showing portions of the car wheels and some other parts broken away; Fig. 3 is a view in elevation looking at the inside frog of the replacer from a point between the rails with some parts broken through and with other parts shown in section; Fig. 4 is a side elevation of the outside frog of the replacer looking at the same from a point at the left hand side of the track; Fig. 5 is a vertical section taken on the line m 00 of Fig. 1; Fig. 6 is a vertical section taken on the line 00 w of Fig. 1; and Fig. 7 is a sect-ion taken on the line :0 x of Fig. 1.

The numeral 1 indicates the rails and the numeral 2 the ties of the track. The numeral 3 indicates a car axle and the numeral 4 the customary car wheels secured thereto.

The improved replacer comprises two principal members herein designated, one as the inner frog and the other as the outer frog. The former is adapted to be applied to the inner side of one of the rails, while the other is adapted to be applied to the outer side of the other rail. Both of these frogs are made bi-symmetricalthat is, their upper and lower surfaces are alike and with like parts at the same end, so that the frogs may be inverted end for end and thereby adapted to be applied to replace cars when moved in either direction on the track.

The body of the inner frog is indicated by the numeral 5 and, in its upper and lower faces, it is made channel shaped throughout nearly its entire length and is formed with converging flanges 6 and 7 and flanges 6 and 7', respectively. When this frog is applied to the inner side of the rail, its flange 6 rests on the front. flange of the rail, while the flange 6 of the frog bears against and projects above the tread of the rail (see particularly Figs. 1 and 7). The projecting edges of the flanges '?7 are preferably provided with teeth 88, respectively, so that the teeth of the down-turned flange will engage with the ties and assist in preventing slipping of the frog longitudinally of the rail. The converging ends of the flanges 6 and 7 and 6 and 7 terminate at different points and the said flanges 7-7 project beyond the said flanges 66. The body of the frog 5 is adapted to be rigidly clamped to the rail by means of a clamping device, as shown, in the form of a flat bar 9 having a hooked shape end 10 that is engageable with the tread flange of the rail. The body or stem portion of the clamp 9 is adapted to be passed through one or. the other (according to which side up the frog is turned) of a pair of slots 11 11 formed in the flanges 6 and 7 and 6 and 7, respectively, of the said frog 5. The said clamp 9 must always be passed through the uppermost pair of slots 11 or 11. A tapered key 12 is driven through a perforation in the end of the clamp 9 and thereby the latter is tightly drawn onto the tread flange of the rail and the flat vertical outer surface of the said frog 5 is rigidly clamped against the tread flange of the rail, as best shown in Figs. 1 and 2. At the wheel receiving end of the frog 5, the flanges 7 7 are preferably turned abruptly away from the flanges 6-6, as shown at 7 and 7*, respectively, and between these flange sections T and 7 and the said flanges 6-6, the two faces of the frog are preferably made flat, as shown at 5 and 5 respectively. The said flanges 6 and 7* and 6 and 7", however, proje ctfar enough beyond the said flat surfaces 5 and 5 to engage, respectively, with the flange and tread of the car wheel.

The outside frog, which is shown at the left in Figs. 1 and 2 and in Figs. 4 and 5, has a solid body portion 13 that is approximately rectangular in cross section and extends about one-half the length of the said outer frog. The inside face of this outer frog is continued by a vertical plate-like section which affords flanges 14 and 14, the edges of which are parallel to each other and flush with the top and bottom surfaces of the frog body 18. The flanges 14 and 14 are reinforced by a centrally located horizontally projected rib 15 which, at its extended end, is provided with a vertically disposed and integrally formed plate 15 which affords cam flanges 1(3 and 16 that converge horizontally in respect to the adj acent ends of the flanges 14 and 14. This outer .frog is adapted to be rigidly secured to the outer side of the adjacent rail, by a clamping device, shown in the form of a flat bar 17 having a hooked end 18 adapted to be engaged with the tread flange of the rail. The stem of the said clamp 17 is adapted to be passed through the uppermost pair of slots 19 and 19 formed in the flanges 14 and 16 and 14 and 16, respectively. The said slots 19 and 19 are arranged in pairs and are so disposed that the upturned pair of slots will always be approximately flush with the top of the rail. By means of a tapered key 20 driven through a perforation in the clamp 17, the so-called outer frog may be rigidly secured to the rail, as best shown at the left in Figs. 1 and 2. At its receiving end, the frog body 13 is formed with vertically and rearwardly extended guard flanges 21 and 21.

To direct the wheels from the road bed onto the receiving ends of the two frogs, inclined approach blocks or brackets 22 and 23 are provided, and each thereof is formed with a pair of depending supporting legs 22 and 23,respectively. These approach blocks 22 and 23 are, as shown, placed loosely against the receiving ends of the two frogs and have their bases of support entirely independent thereof, and are held against lateral movements between the rearwardly projecting portion of the flanges 7 -7 and 2121 and the rails. The block 22 is wider than the block 28 and is intended for use in connection with the inside frog 5, regardless of the position in which the frog is applied, while the block 23 is adapted for use in connection with the outside frog 13, and this also regardless of the direction in which the said frog is applied to the rail.

The operations of re-railing a car are substantially as follows: Assuming that the car wheels are to be replaced on the rails by movement of the car in the direction of the large arrows shown in Fig. 1, then the said inner and outer frogs should be applied to the rails as shown in Fig. 1. hen the said wheels come in contact with the inclined approach blocks 22 and s3, they will be directed one onto the flat surface 5 to the inner frog and the other onto the upper surface of the body 13 of the outer frog. The flange section 7, by engagement with the flange of the right hand wheel, will force both wheels toward the right in respect to Fig. 1, and will force at least a portion of the tread face of the said right hand wheel onto or above the flange 6 of the said inner frog. The flange .7 of the said inner frog will continue the movement of the wheels toward the right, as they are advanced along the track, so that, at some point before the left hand wheel is passed off from the flat surface of the outer frog body 13, the flange of the said left hand wheel will drop inside of the flange 14 of the said outer frog and the tread face of the said left hand wheel will drop onto the said flange 16. Under the above action, the right and left hand wheels, when they pass respectively from the right and left hand replacing frogs, will drop properly onto the two rails 1; and it may be here stated in this last final replacing action the cam flanges 16 of the outside frog perform an important action by crowding the left hand wheel, and, hence, both wheels to their final positions toward the right.

The car replacing device made up of a pair of replacing frogs may be quickly applied to the rails and removed therefrom, is of practicallysmall cost and, furthermore, is efficient for the purpose had in view.

What I claim is: I

1. A car replacer comprising a pair of re placing frogs having clamp passages, and also having converging tread and guard flanges both on their upper and lower faces, hook ended rail-engaging clamps insertible through said clamp passages, regardless of which side up said frogs are turned, and means for holding said clamps applied, substantially as described.

2. A car replacer comprising a pair of replacing frogs having clamp passages, and also having converging tread and guard flanges both on their upper and lower faces, tie engaging teeth projecting from certain of said guard flanges, hook endedrail engaging clamps insertible through said clamp passages, regardless of which side up said frogs are turned, and means for holdng said clamps applied, substantially as described.

3. A car replacer comprising a pair of replacing frogs having converging tread and guard flanges both on their upper and lower faces, said guard flanges at the receiving end of one of said frogs having a much greater divergence than at the delivery end of the said frog, and said frogs having vertically spaced clamp passages located equidistant from the longitudinal axis thereof, clamps insertible through said clamp passages and engageable with the rails, and means for holding said clamps applied, substantially as described.

4. A car replacer comprising a pair of replacing frogs having converging tread and guard flanges both on their upper and lower faces, and having vertically spaced clamp passages located equi-distant from the longitudinal axis thereof, hook ended clamps insertible through the said clamp passages and engageable with the rails, and keys for holding said clamps applied, substantially as described.

5. A car replacer comprising a pair of replacing frogs having clamp passages, and also having converging tread and guard flanges both on their upper and lower faces, hook ended rail engaging clamps insertible through said clamp passages, regardless of which side up said frogs are turned, means for holding said clamps applied, and inclined approach blocks placed loosely against the receiving ends of said frogs and having their bases of support entirely independent thereof, substantially as described.

6. A car replacer comprising a pair of replacing frogs having clamp passages, and also having converging tread and guard flanges both on their upper and lower faces,

said guard flanges projecting rearwardly from the receiving ends of said frogs, hook ended rail engaging clamps insertible through said clamp passages, regardless of which side up said frogs are turned, means for holding said clamps applied, and inclined approach blocks placed loosely against the receiving ends of said frogs and having their bases of support entirely independent thereof, said approach blocks being held against lateral movements between the rear- JEREMIAH A. MOYNIHAN.

WVitnesses H. D. KILGORE, F. D. MERCHANT.

Copies of this patent may be obtained for five cents each, by addressing the Washington, D. 0.

Commissioner of Patents, 

